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This is so foreign to me. I’m fortunate that the flying culture in which I spent my 35 year career emphasised coordinated turns, airspeed control, and wind assessment.
Most CFIs can do it, but good luck finding a plane to rent within driving distance. Certified complex/HP planes are an endangered species thanks to decades of federal bureaucracies adding nickles and dimes to the costs, and difficulty of approving clean sheet designs(since the FAA replace the CAB). Which is why most of the performant modern aircraft designs are "experimental" kitplanes, or you must step up to turboprops which are hard to justify short of a paying commercial operation.
Need to add power? Carb heat hot, check carb ice. At altitude, re-lean. Google map check your departure airport so you know where you're landing in an engine failure. Came here for the tree landing, appreciated the oil-guzzling cylinder failure. I'm always noting places to land, but you reminded me to also pay en route attention to G/S (winds) for that purpose. Whereas I usually only care about the runway and the practice area, or en route fuel usage. I'll add constant wind direction to my list now. Good point. I can't decide whether you're incredibly unlucky or lucky. What happened to those golf-course-like patches of ground beside your tree? I can't see details, but they looked promising to me. Yes, unless there's shallow water beach or retractable gear water is not an option. Watch out for coastal quicksand too. There's that. What I don't like about highways is that a lot of them are only 2 lanes wide and you won't see a lot of obstacles, wires, until it's too late. If you commit and traffic or obstacles destroy your plan you're out of options, whereas a good field doesn't change although AOPA seems to think the impact will be really really nasty on the body and all those little internal organs that we've grown accustomed to. I suppose if you're about to hit an overhead sign on a highway you dive and burn off the momentum in the float. That dispels one problem.
I personally don’t use flap until final with P180! If high I slip then on final I start feeding in flap to keep my aim point constant! Speed control is critical over the numbers or wherever your aim point is!
One of the latest short approach mistakes stall fatal accident. I learned them at 9 hours only. On a short wing Piper Colt, The Flying Brick. Soloed at 10 hours. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-8jfZ1qtk8Fs.html&lc=UgwsZqdvNLKIFuzXFPh4AaABAg.A1SyVB9Uz2sA1Tpz7sEOyS
how lucky am I to come across this! I have a check ride coming up and I was reviewing my performance charts... my dpe is going to teach me even before the ride... this is awesome!
Attitude + power = performance! Climb, attitude power trim! Level off attitude power trim! Descent, power attitude trim! Level off power attitude trim,
I kind of fell into watching this backwards... I first watched the second video and learned about this presentation. I enjoyed, and learned a whole new perspective about the behind-the-scenes workings of the FAA medical certification processes. Thank you!
Thank you for this very interesting and informative presentation. I have a question regarding the MedExpress Simulator: If an individual uses that simulator, what happens to the information that the person submits? Is it stored, or archived, anywhere? And, is the information, specifically medical information, accessible by the FAA for use or consideration at a later time?
I got into the simulator, just out of curiosity, and the first thing it asked for was identifying information. I elected not to continue. I guess I'll have to read the AME guide. Being an interested layman, I can probably understand most of it.
@@johnopalko5223 I think I would have exited the simulator too, at least postponed using it, because of the ID information requested. I am VERY guarded about my personal information until I know without any doubt to whom I am providing it to.
Our MedXPress Simulator is for internal use only. When completed a PDF copy of the completed simulator is sent to you. A copy is also sent to our physicians if you specifically request the review. It is not sent to any physicians or government organizations as it is not a real MedXPress 8500-8; only a practice tool. The only required information is the email address. The email address is needed to send you a copy and provide feedback, if requested. The rest of the items are on there to simulate the real thing to the maximum extent, but are not required to complete the simulator.
It's also sad to recall that a root cause of the Tenerife 747-747 accident was that the Dutch flight crew was facing draconian penalties if they exceeded duty time, so there was excessive pressure to get going.
It was sad that a youtuber was recently killed in an airplane crash. But looking at some of her past posts, there were clear indications that her abilities were sub-par. Thinking back over the years, there have been enthusiastic pilots whose skills were well known to be inadequate, or whose risk profiles were not safe, etc. But in our culture, we value independence and trying new things more than we value accountability -- so we don't stop our friends/acquaintances from taking excessive risks, and people don't listen when good advice is given.
There is a fine line between encouraging people to do extraordinary things and making blanket statements like "anyone can do this". What we do as pilots is not something that just anyone can do, and unfortunately there are some out there that will try and not be the right people to achieve certification completion. We as CFIs need to be compassionate in helping struggling students and do our best to train them if we can, but the system relies on us to not push people through that cannot be safe, or that do not show the judgement required to keep others from harm.
Jason...your ZEN Stick & rudder is really all it's about when performing this maneuver. It's actually quite simple to fly when you think and do it your way. I think you're spot on when you say that most pilots try to be too mechanical and they end up over controlling the airplane. It's really not that difficult when you finally figure it out. Excellent tips as always Jason..thks!
Some good techniques anywhere, but especially in (not over) the mountains, you might look at John: As Art said, use all the runway. ACS now recognizes the value of acceleration in ground effect. Unfortunately the don't recognize the basic level in low ground effect acceleration to as much as we can get. Vx doesn't exist at high DA and Vy may be way too steep. Get as much free ground effect energy as possible. Dutch rolls will teach the absolute need to lead rudder to be coordinated. The nose going the wrong way initially looses efficiency needed at high DA. Find out about the energy management turn, or crop duster type turn that is a safe 1 g at any bank angle. This gets really important where horizontal as well as vertical space is limited. When the wind, our friend among low powered airplanes, is 30 the downdrafts and updrafts may be over 2,000 fpm. Attempting to maintain altitude in those conditions is dangerous. Pitching down in downdrafts will get us through quicker and pitching up in updrafts will give us free altitude because we will stay in it longer. We call it on course thermalling. Take off down drainage when practicable. Look for up free orographic lift. Use terrain to your advantage. Use wind energy to your advantage. And use the natural safety design features of the airplane. What does the airplane want to do in a turn, for instance. Paying attention to what the airplane wants to do when needing to turn steeply to miss things or stay in down drainage may make the difference. The design of the airplane is to fly. It cannot stall itself. A pilot pulling back on the stick is required. Use the terrain. Listen to the airplane. Don't fight the airplane. Don't fight the wind.
Really enjoyed the video. Thank you for this. Seems like a dream but watching this makes me feel like it’s actually possible. A lot of work obviously, but possible nonetheless.
Hello! Yass!!! I'm on the case in Louisiana...Federal Register Authorization for Hunting Migratory Birds opens during South Migration. I'm DanAIR Drones & RFK- Research for Kids. My team of 10 pre-teen girls will visit all 64 airports in our state and hunt for nests near airports and/or work with Wildlife & Fish to move nests. Additionally, my husband owns Forest Tree & Landscape Service and I want to impress upon him the imperativeness of maintaining fence lines from vegetation and inspecting asphalt/concrete for evaluation and we are not looking so pretty from Google Maps so far. Wish us luck! If we are committed...these girls will become a NRA competition team as well.
